Safety appliance for railroad block systems



. FAY.

SAFETY APPLIANCE FOR RAILROAD BLOCK SYSTE APPLICATIQN FILED AUG. 1 8| 192i.

Patented 0015.111922 SHEET l.

1&323325,

s s'HEETVs- B. FAY.

SAFETY APPLIANCE FOR RAILROAD BLOCK SYSTEMS.

APPLfcATloN FILED Aus.|8,1921.

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` B, FAY.

SAFETY APPLIANCE FOR RAILROAD BLOCK SYSTEMS- APPLlC/ATION FILED AUG-18| ln WM,

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Patented @et ll'', i922.

Ultlllplll@ STATES y BERNARD FAY, F DANBURY, CONNECTICUT..

SAFETY APPLIANCE FOR RAILROAD BLOCK SYSTEMS.

Application `filed august A18, 1921. Serial No. 493,29);

To @ZZ w/zom t may concern:

- Be it known that I, BERNARD FAY, a citi- Zen of the United States, residing at the city of Danbury, in the county of Fairfield and State of Connecticut, `have #invented certain new and useful mprovements in Safety Appliances for Railroad Block Systems; and l do declare the following to be a full, clear, and enact description of the invention, such as will enable others skilled in the art to which it -appertains tomake and use the same.

This invention relates to certain new an useful improvements in' a safety appliance l5 for railroad block systems, and more'especially to an electric or trolley railroad having a main trolley wire or rail of the overhead type, underground type or the third rail type. f

The primary object is to provide a safety appliance which will be efficient, practical and reliable in operation as well as one for bringing a train or c-ab to rest in theusual gradual manner.

The invention further has for an object to provide a safety appliance adapted to 'be introduced or connected to the brake system equipment which will apply the brakes in much the same manner as when under the control of an engineer or motorman.

The invention also residesv in the provision of a valve actuating mechanism for automatically setting the brakes, and a fluid motor for operating said mechanism according to a predetermined but variable movenient to eifect the gradual application of the brakes.

The invention also resides in a safety appliance and a block system, the latter emlac-dying auxiliary side or block wires paralleling succeeding lengths of a main trolley wire on opposite sides thereof, thereby dividing` said block wires into forward and rearward sections, each section being` an inherent dead wire and adapted to be brought into circuit with the main trolley wire when the.

sections are occupied vby two succeeding cabs or trains.

Further the invention resides in an improved block system having block trolley wires parelleling a main trolley wire for successive lengt-hs thereofl and on opposite (sides. that section of the main trolley wire which is paralleled on one side by a section of a bloclr trolley wire being paralleled on its o-pposit-e side by a section of a succeeding block trolley wire so that in elfec-t the main trolley 'wire will be paralleled throughout its length and on opposite sides by sections of successive block trolley wires which are separated from each other by comparatively short lengths of insulation.

The invention will also be found to reside in the features of construction and the arrangements and combinations of parts hereinafter described and claimed, reference being had to the accompanying drawings, wherein:

Figure l is a schematic view of the improved railroad block system;

yFigure '2 is a diagrammatic view of a cab equipped with the trolleys and safety appliance, the latter not being shown;

Figure 8 is `a detailedsection through a trolley wire support as on line 3-3 of Fig'- ure l, depicting the short piece of insulation between two block trolley wire sections;

Figures 4 and la are a diagrammatic view of the improved emergency braking mechanism with the parts arranged in their normal position g Figure 5 is a vertical transverse section thereof ytaken through the cam slide support; and

Figure 6 is a detail section on line 6-6 of Figure 5. y

Referring more in detail to the accompanying drawing, the schematic or diagrammatic showing in Figure l embodies a main feed or trolley wire- 1 suspended at intervals by transverse supports 2 which are mounted on poles 3 in an obvious manner. Separate auxiliary or block trolley wires 4, 5, 6, 7 and 8 parallel the main wire l, each block trolley wire beginning at a support 2 on one side of the main feed wire and extending parallel thereto for a dist-ance ofvsay one mile and then crosses the main trolley wire on an adjacent support 2 to the opposite side and extends lin the same direction and parallel tothe main trolley wire for a predetermined distance. The next trolley wire, for instance wire 6, commences at the cross-over support 2 of wire 5 and extends parallel to the latter or second section of said former wire, a distance equal to the length of said section, and then crosses over the main trolley wire andl extends a predetermined dising at a third support.

lblock trolley wire 7 commences at the crosstance on the opposite side thereof, terminat- The succeedlng over support for wire 6, extends parallel lto the main trolley wire on the opposite side from the rear or second section of said block wire 6, crosses over the main trolley Wire on said third support and then extends parallel to the main wire. This arrangement of the block trolley wires continues 4throughout the track system, the front section of one block wire overlapping the `rear section of .the-next preceding block wire and the rear section of .the former block wire overlapping the front section of the next suceeding block wire so that throughout lthe length of the l:track the main trolley wire is `paralleled on :both v.sides by the block Wires, thelolock Wire on .one side being in a differ-.ent :block from the 'Wire -on .the opposite side. The .block lWire sections on the same side ofthe main Wireare in substantial alinement with each other and the intervening space o n @the support is filled with insulation 9 `.so asfto present an uninterrupted path for a trolley and thereby minimize .the jpossibility .of the .trolley .jumping the wire. f y

A rtrolley is provided for each vv-ire lmaking three in all indicated :the numerals 10, 11 and 12. These itrolleys are carried on a car .or cab suc-has is designated by .numerals 13 vand 14, the trolleys 10 land 1l .being lelectrically connected ,as indicated at 15 and .trolley 12 being :connected in series -with `a magnet 16 which forms a part of the brake-.applying `mechanism carried by the -cab or train. l l

The brake system embodies a feed pipe 1.7 leading from .ya Vmain reservoir containing air under pressure to the Lengineers `valve 18 from which leads a pipe 19'to -the brake cylinders (not shown), it being :understood that when compressed air is admitted to the brake line the ybrakes Will-become inoperative or free and when the compressed air is let out of the brake fline the brakes will become operative or set, ssuch .admission yand exhaustion :being under the .control of the .engineers valve.

In addition `to the foregoing braking system, the following mechanism lis also carried .by :the cab or train andconsists ,broadly of lan air motor, a valve actuating mechanism Voperable thereby for ef-'ecting a slow application of lthe brakes .on the airain vor cab, and a seriesor plurality of valves under the control .of '-themagnet 16 .for admitting air ,pressure 'cooperate Athe air motor.

The air Amotor :consists of ,a cylinder 20 having an exhaust Vpipe 21, 22 yat each .end and ,a pressure ,supply pipe 2,3), .24 connecting ,the main reservoir or=,p1pe `171toeach end of saideylinder- -A piston ,2.5 v,operates within .the cylinder .and `has its l.piston rod 26 pivotally connected to .a cam slide .member .core 38 of magnet 16.

ing grooves 29 in which the tongues 30 of the cam slide have sliding t.

Located in proximity to each other is a Aseries of .valves 31, 32, 33, 34, and 35 having manipulating levers 36 all pivotally connected with a common bar 37 which in turn has one end linked `to the armature or The opposite end-of the bar 37 has ,acoil spring 39 connected thereto vfor being placed under tension when the magnet yattracts its core so as to return said Abarto its normal position when the magnet again. becomes ldeenergized. The yvalve 35 iis placed in a pipe 40 which connects .theengineers valve to a pipe41 leading from Ithe bra-ke line .19. This emergency exhaust pipe 41 is provided with a normally 'closed valve 42 adjacent the -path `of travel of .the cam slide27 and beyond the point of connection with pipe 40. Pipe 23 is pro- -vided with a valve 43 in proximity to the i rpath Iof travel of the cam slide, and in a vlike manner pipe .24 is provided with a valve 44 the latter having an kOperating handle 45 equipped with a pin 46 for engaging in a notch or recess 47 provided in lthe j `rupperend of an arm or plate 48 attachedto the cam slide.

The cam slide consists of a rectangular frame divided by va longitudinal 'frame inem- .ber or support 49 which is equipped on its upper face with inner and outer pairs o cams arranged in forward and rearward pairs and designated byr numerals 150, 51, 52 and similarly equipped with pairs of cam lugs 54, 55, 56 and 57. The top frame member is provided with a depending cam projection 58 and the intermediate frame member is pro-vided with a pair of such projections 59 and 60. rlll-he valves 42 and 43 have their The bottom frame member is valve stems extending above the path o` movement of the camY lugs 50 :to 57, inclusive, and each stem 1s `equipped with a fixed bellfcrank Alever and a freely suspended lever 61, the latter being arranged to gravitate intothe path `of Ithenuter lugs 50, 51 and 54,

o-the cam slide frame WithA the exception ofthe depending cam projection 60 which is located towards the rear end.

vFigures 4 and 4a depict the mechanism in its normal. position wherein valves 34. 35

vand 43 are opened Vand valves 31, 33, 42 and 44 are closed. Assumingthat the car 14 is in block 6 7 and that 'car 13 has just entered the succeeding block 5-6, as illustrated in Figure 1. The Wire 7, being dead., Will have no influence on the magnet 16 ol the iront car 14. However the electrically connected trolleys 10 and 11 on the iront car will conduct the currentfrom the main trol ley ire lto the block trolley Wire 6 from which the current will pass through the rear trolley 12 to magnet 16, energizing` the same, and completing the'circuit through a ground back to the main trolley Wire. Being thus energized., the magnet 16 Will attract its armature or core 38 and thereby pull the bar '37 against the tensionl of spring 39 and ellect'a reversal olf the valves 31 to 35 inclusive, or in other Words the valves 31 and 33 will be opened and the valves 32, 34 and 35 Will be closed.

fis a result of this movement or operation compressed air Will be admitted from the supply pipe 17 through the now opened valve 31 and the normally opened valve 43 into the Arear 'end'oii the cylinder 20 behind the piston 25 thereby moving the latter forwardly or toward the opposite end While the fluid in advance thereof Will escape through er.- haust pipe 22. Movement o1a the piston will pull the cam slide 27 to the rightin Figure 4 with the following action by the cam lugs and'projections, lugs 53 and 5"? Will ride from under arm 62 and immediately lugs 51 and 55 Will successively Wipe past levers 61 which, through pins 63, Will throw the arms 64 up into the paths of the cam projections 56 and 59, such movement of the valves fully opening the exhaust pipe 41 and partially closing pipe 28 so that the speed of the piston will be lowered for the initial setting` of the brakes. Immediately following this the cam projections 59 and 58 Wipe the respective arm 64 to return the valves 42 and 43 to their normal fully closed and fully opened positions respectively. This temporarily restrains a rmer setting or application of the brakes and speeds up the movement oi the piston until the latter is again retarded by the partial closingn of valve 43 by lug 5() engaging lever 61 and the brakes are more lirmly setv by the lug 54 engaging` lever 61 to nally bring the train or car to a stop, the cam slide continuing its sloviT or gradual advance so that cam projection 60 'will engage the upwardly disposed arm 64 and return the valve 42 to its normally'closed position. 1n the meantime the 'arm 48 haspulled the valve lever 45 forwardly toopen the valve 44.`

After the first cab 14 has moved out of bloclr 6M? the circuit which includes the magnet 16 will be bro-hen or interrupted by reason of the front trolley 10 having passed from the block Wire 6. Therefore, the magnet will become deenergized and the spring will be free to pull the 87 to the left, or to the position indicated in Figure 4 'wherein the valves 32, 34 and 35 Will be opened and the valves 31 and 33 closed. The air pressure will have therefore been shut off from the rear end of the cylinder and opened or admitted to the front end thereoi" since both valves 32 and 44 will be opened. Likewise the exhaust tothe rear of the cylinder will be opened While that to the front end Will be closed. Fluid pressure acting on the :front side of the piston will drive the latter rearwardly and Consequently shift the cam slide in a similar direction. The valve 42 having previously been shut by cani projection 60, will be unaiected by the rearwardly moving cams 54, 56, and 59, the outer cams 54 and 55 merely wiping beneath the freely pivoted lever 61 While the other cams pass by the valve Without moving any part. ln a like manner the outer cams 50 and 51 vvill Wipe the freely pivoted upper lever 61 Without affecting the valve 43 While the cam 52 will engage arm 62 to move the partially closed valve 4S to its tully opened position. ln their normal position the cams 53 and 5T rest directly beneath the arms 62 and serve assalety devices or stops to prevent unauoir-ized movement of the valves. A proctinej portion et plate 48 then engages the valve 'pin 46 and swings the lever 45 to shut the valve 44 thereby closingr the front end of the cylinder to the fluid pressure supply.

The valve 85 is placed in the pipe line 4() for supplying' a` small amount of air to the brake line in case ot leakage.

will be noted that one function of the cam slide is to slowly bring the cab or train 'to e. stop which is accomplished by the alternate opening and closing of the exhaust valve 42. lhe cam slide also serves to finally close the exhaust valve to thereby place the brake system in condition for again being under the control oic the engineer, this occuring' after the bralres have been effectively applied by the safety mechanisiz. The emergency 'fluid pressure pipes 26 and 24 are also under the control, to a limited extent. of the cam slide.

lt will be obvious that the side or blocli: Wires are' dead normally and are only brought into play when two trains are Within two adjacent blocks and that as soon as the Yforward train leaves its bloclr the block -wires Vagain become dead or unctionless.

'lt vvill thus be apparent that the herein described block system Will operate as a 'certainty and the cab or train will have its motion arrested gradually rather than in an abrupt manner. llt will also be noted that the safety appliance with which the c ab is .equipped is a simple construction and brings the usual brake equipment into play in an ordinary manner.

What isclaimed is:

l. A trolley car for railroad block systems, having an air brake system, auxiliary means for automatically operating the bralre system comprisingv an op nati1igl cylinder: yconnected by a pipe to the air line of the brake system, a normally closed valve in said pipe, electrical means for Lopening the valve when the trolley car runs into an occupied block, an exhaust valve for the system normally shut, an air-actuated piston in .the cylinder, and means operable bya single movement of the piston for intermittently opening the exhaust valve to bring the car to agradual stop. 1

2.' A trolley car for railroad block systems. having an air brake system, auxiliary means for automatically operatingthe brake system comprising an operating cylinder connected by a pipe to the air linevof the ybrake system, a normally closed valve in said pipe, electrical means for opening the lvalve when the trolley. car runs into an occupied block, an exhaust pipe and valve for the system normally shut, a pipe connection between the pipeline and the exhaust pipe at a point in advance of the exhaust valve, a normally open valve in the pipe connection, means operating to close the latter lvalve and open the exhaust valve, and a .fluid actuated piston in the cylinder for operating said exhaust valve operating means.

3. A trolley car for railroad bloclr systems, having an air brake system, auxiliary means Afor yautomatically operating` the brake system comprising an operating cylinder connected by a fpipe to the air line of the brake system, a normally closed valve in said pipe, means for opening the valve when the trolley car runs into an occupiedbloclr, a second valve in said'pipe normally open, an exhaust valve for the brake system, a piston operable in the cylinder, and means operable by the piston for simultaneously opening the exhaust valve and partially closing said second valve.

Ll. .A safety appliance for railroad block system, comprising a cylinder,` an exhaust valve for each end thereof, a pair of pipes connecting the opposite ends of the cylinder to the usual fluid pressure supply of the brake system, a valve in each of said pipes one `of which is normally opened and the other normally closed, a normally open valve in the pipe hav-ing the normally closed'valve, a'pistonvoperable inthe cylinder, an exhaust valve .for the brake system, and `means operable by the piston for partially closinglsaid' second normally opened ,valve and forzfully opening said last named exhaust valve.

5. A safety appliance rfor railroad'block system comprising an air motor, pipe for connecting` the motorto the air su'pplyofethe usual braking system, a valve-in ,said pipe normally open, an yexhaust valve for connection with the brake system and being normally closed, and `means operable by the 'mo-` tor for alternately `partially closing and opening the rst valve to retard and increase the action ofy the motor `and for simultaneouslyv alternately opening I and closing' f v.80 l

the exhaustvalve.

6. A safety appliance for railroad block system comprising an .air motor, a pipe lfor connecting the motorto the air supply of the vusual braking system, a valve in said pipe normally open, lan exhaust valve forfconnection with the brake system land being normally closed, aslide operable by the motor and having longitudinally spaced cam lugs for effecting successive operations ofthe two valves and cam projections interposed 'between the longitudinally spaced lugs ,for returning the valves to their normal position,

and means for reversing the` direction of unauthorized block to reverse the :positions of the first two valves to thereby start the motor, means operableV by themotor lto effect a reduction in pressure in the brake system and for controlling said lthird valve to there` by govern the action ofthe motor, and imeans operable by the first means and the second means for reversing the operation ofthe motor. n

8. ln a safety, appliance for `railroad block systems, a brake system exhaust valve, an

actuator therefor to successively open and close the valve, and means under the control of the actuator for operating the latter.

9. In a safety appliance for -railroadblock systems, a brakel system exhaust valve, an actuator' therefor to successively open-and closek the valve, an air motor `for operating the actuator, and means under the controlof the actuator for, varying the speed 0f the motor.

l0. In .a safety appliance for `railroad block systems, a brake system exhaust valve, an actuator therefor to successivelyopen-and close ,the valve, an air motor for operating the actuator, a valve for controlling thesupply of fluid pressure to ithe motor .fol dr-lying it in one direction, means under the control of the actuator for operating the valve to vary the supply during movement of the actuator, and means operable by the actuator for reversing the movement of the motor.

ll. An air brake system embodying an air line, an exhaust valve, a fluid motor for actuating the valve, a pipe connecting the air line to the motor, and means for controlling the communication between the air line and the motor to initially accelerate and then diminish the action of the latter.

l2. An air brake system embodying an air line, an exhaust valve, an actuator movable to successively open and close the valve, means for moving the actuator, and means under the control of the actuator for controlling the first means.

13. An air brake system comprising an air line, an exhaust valve therein, a reciprocating liuid motor for opening, closing andl opening the valve during one cycle of movement and electro-responsive means for establishing communication between the motor and the air line to effect operation of the motor.

14. An air brake system comprising an air line, a valve Vtherein having a stem, a bell cranlr lever iXed on the stem, an arm freely pivoted on the stem and adapted to engage a lateral projection from the lever to actuate the valve, and an actuator slide carrying a cam lug for normally engaging one end of the lever to positively liold the valve in one position and a second cam lug 'for wiping the arm to eiliect movement of the valve from said position When the lirst lug has passed 'from engagement with said lever 15. An air bralre system comprising an air line, an exhaust valve therein, a movable actuator for controlling` the valve, a uid motor 'for operating the actuator, conduits connecting the air line to the motor and embodying oppositely Ipositioned valves for controlling the forward and reversed running of the motor, said valves being controlled by the actuator, and electro-responsive means i'or starting the operation of the motor.

ln testimony whereof l a'HiX my signature hereto.

BERNARD FAY. 

